Supra honda: Comparing 2023 Toyota GR Supra Vs. Honda Civic Type R

Comparing 2023 Toyota GR Supra Vs. Honda Civic Type R

Opening your garage to a sporty Japanese legend is an easy choice, but when it involves comparing the Toyota GR Supra Vs. Honda Civic Type R, it gets a little trickier. Both are iconic high-performance names with decades of history. However, if your decision hinges on genuine daily-driving benefits, faster lap times, more standard power, and easier access to the gear-rowing satisfaction you crave, the Type R leaves the GR Supra behind.

See how we line up the 2023 Toyota GR Supra and Honda Civic Type R for a head-to-head showdown.

Honda Civic Type R vs. Toyota Supra: First Round the ‘Ring

On paper, the Supra vs. Type R specs make both look fine and dandy, but a lot more makes a car fast. If you’re a racing enthusiast, you know where fast-paced performance legends are made: Germany’s Nürburgring Nordschleife racetrack, or as Formula One icon Jackie Stewart dubbed it, The Green Hell.

The new 2023 Honda Civic Type R has yet to be whipped down this iconically challenging track, but the previous generation set an FWD lap record in 2017, using its 2. 0-liter turbocharged four-cylinder engine to blast through the Nürburgring Nordschleife in 7 minutes and 43.80 seconds.1 With the Honda Civic Type R 2023 specs bringing more power, a more agile chassis, and a new FWD lap record at Suzuka Circuit, we expect it to set an even faster pace.

We’re comparing the Toyota GR Supra vs. Honda Civic Type R, so how fast does a Supra go round the famous ‘ring? Its last timed run was in 2020, and during that mad dash, the Toyota GR Supra harnessed its 3.0-liter turbocharged inline-six engine to finish a lap of the Nürburgring Nordschleife in 7 minutes and 52.17 seconds.2

Toyota GR Supra vs. Honda Civic Type R Specs: Power & Efficiency

Base-trim Toyota GR Supra vs. Honda Civic Type R power isn’t close. The Toyota GR Supra has a standard 2.0-liter turbocharged four-cylinder engine that fires up with 255 horsepower and only pairs with an eight-speed automatic transmission. This base-trim Supra has a higher starting price than the 2023 Honda Civic Type R.

That base Supra has less power, too. Every 2023 Honda Civic Type R provides 315 horsepower from a standard 2.0-liter turbocharged four-cylinder engine and pairs with a six-speed manual transmission.

As we mentioned, the inline-six-powered Supra is the fastest in the lineup. Specifically, the GR Supra offers a 3.0-liter turbocharged inline-six engine with 382 horsepower, but you have to choose the priciest, highest-trim model to get a six-speed manual transmission.

How about Toyota GR Supra vs. Honda Civic Type R MPG?

Every 2023 Honda Civic Type R delivers an EPA-estimated 22/28 MPG (city/highway).3 And keep in mind, that’s with a manual transmission.

The less-powerful four-cylinder, eight-speed automatic Supra delivers an EPA-estimated 25/31 MPG (city/highway).4 An automatic-transmission inline-six Supra delivers an EPA-estimated 23/31 MPG (city/highway).4

When choosing comparable Toyota GR Supra vs. Honda Civic Type R configurations, the manual-transmission, inline-six Supra loses by only delivering an EPA-estimated 19/27 MPG (city/highway).4

2023 Toyota GR Supra 2.0 2023 Honda Civic Type R
Engine: 2.0-Liter Turbocharged 4-cylinder 2.0-Liter VTEC Turbocharged & Intercooled 4-Cylinder
  • Power: 255
  • Torque: 295 lb-ft
  • Power: 315 hp
  • Torque: 310 lb-ft
Required Fuel: Premium Regular
EPA-Estimated MPG (City/Highway): 25/31 MPG4 22/28 MPG3
Cargo Volume: 10.2 cubic feet 24.5 cubic feet
Seats: 2 4

Toyota GR Supra vs.

Honda Civic: 2023 Interior Comparison

The Type R is special; its performance lives together with the interior space the sedans in our new Honda Civic inventory offer. A Supra is a two-door sports car and offers a lot less room.

Specifically, the 2023 Toyota GR Supra seats two, has 50.9 cubic feet of passenger volume and offers 10.2 cubic feet of cargo volume.

Meanwhile, the 2023 Honda Civic Type R seats four, has 99 cubic feet of passenger volume, and provides 24.5 cubic feet of cargo volume.

Interestingly, Toyota GR Supra vs. Honda Civic Type R features see the base-trim Civic Type R offer a standard 12-speaker Bose® sound system while a base-trim GR Supra only has a standard four-speaker sound system.

One way to choose between the Toyota GR Supra and Honda Civic Type R is to ask yourself whether you want to compromise daily drivability to get the performance you crave. If you’d rather not make that compromise, the Civic Type R easily takes first place.

Toyota Supra vs. Honda Civic Type R: Find Your Honda With Us

Whether the Type R, a «normal» Honda Civic, 2023 hybrid Honda vehicles, or even a used sports car from another brand is what you’re looking for, our Honda dealership has you covered today. Learn more with our Honda Civic comprehensive review and swing by Muller Honda of Highland Park for a test drive.

Frequently Asked Questions

Is the Civic Type R faster than the Supra?

If you’re deciding between these popular Japanese performance cars for sale, performance is definitely a deciding factor in the Toyota GR Supra vs. Honda Civic Type R showdown. The Type R delivers 315 horsepower while a base-trim Supra has 255 horsepower, and with a lower starting price, the Type R will be faster to get into your driveway, too.

Is the Toyota GR Supra fast?

The Toyota GR Supra is fast, but when comparing Toyota GR Supra Vs. Honda Civic Type R racetrack records, the Type R can be faster. Specifically, the current-generation GR Supra completed a lap of the Nürburgring Nordschleife in 7 minutes and 52. 17 seconds2 while the previous-generation Type R ran the same circuit in 7 minutes and 43.80 seconds.1

Is the 2023 Type R fuel-efficient?

The new 2023 Civic Type R is designed to obliterate high-performance compromise, and exceptional fuel efficiency is an important part of the story. You get a practical, roomy interior for yourself and passengers, 315 horsepower, and an EPA-estimated 22/28 MPG (city/highway)3 to extend your spirited driving sessions longer than most of the competition.

1This information is not verified by the official manufacturer and shall serve solely as unofficial general information. For details, visit:

2This information is not verified by the official manufacturer and shall serve solely as unofficial general information. For details, visit:

322 city/28 highway/24 combined MPG rating. Based on 2023 EPA mileage ratings. Use for comparison purposes only. Your mileage will vary depending on how you drive and maintain your vehicle, driving conditions, and other factors.

4EPA-estimated 25 city/31 hwy/27 combined MPG rating for 2023 GR Supra 2.0; EPA-estimated 23 city/31 hwy/26 combined MPG rating for 2023 GR Supra 3.0 AT and 3.0 Premium AT; EPA-estimated 19 city/27 hwy/21 combined MPG rating for 2023 GR Supra 3.0 MT, 3.0 Premium MT and A91-MT Edition. Use for comparison purposes only. Your mileage will vary for many reasons, including your vehicle’s condition and how/where you drive. See

Toyota Supra vs Honda Civic | Muller Honda of Highland Park — Frequently Asked Questions(FAQ)

2020 Honda Civic Type R Touring vs. 2021 Toyota GR Supra 2.0

Two ideas about how to build a modern Japanese performance car collide.

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It makes total sense, and none at all, so it must be a good idea: Honda and Toyota have been rivals for decades, and they both have new and improved sports cars on the market at the same time for the first time in forever. Great, let the best car win! Well, hold tight. You’ll need to expand your expectation of what a sports car can be. Sure, the latest two-door Toyota Supra coupe, revised for 2021 and in its newly introduced four-cylinder base form, fits the bill. The Honda Civic Type R? Look past its four doors and practical appearance, and the recipe and spirit are there. But, hey, rivalries aren’t about logic—or even similar vehicle shapes—they’re about passion. If you want Japanese performance at a price the average household can afford, should there be an H or a T on the hood, two doors or four, front- or rear-wheel drive?

The Same, But Different

Both the Honda Civic Type R and the entry-level Toyota GR Supra 2.0 have turbocharged 2.0-liter four-cylinder engines under their hoods, and they even make the same amount of torque: 295 lb-ft of the stuff. The Civic makes more power, though, 306 ponies’ worth to the Supra’s 255, and the differences only grow from there. The Civic is front-wheel-drive, the Supra rear-drive. The Civic only employs a six-speed manual, the Supra only an eight-speed automatic. The Civic seats four to the Toyota’s two, yet the  four-door weighs 96 pounds less and offers more interior space and cargo room. The Type R is the ultimate expression of the Civic, while the 2.0 is the least-expensive Supra (Toyota also sells the more powerful six-cylinder Supra 3.0). They also both have a hatchback-style cargo area, so they’re both surprisingly practical, although only the Civic wears that capability on its sleeve.

Type R Performance vs. Supra 2.0 Performance

The Civic Type R is nearly as quick, too, as you might expect given its lower weight and higher power. With a limited-slip differential aiding traction, the slower-shifting but more satisfying manual transmission doesn’t slow it down much versus the Supra and its automatic. The health crisis still interrupts much of our regular testing, so we’re leaning on our past data and a lot of math to tell us the Honda will hit 60 mph in 5. 1 seconds. The Supra, we estimate, will just beat Toyota’s expectations and do the deed in 4.9 seconds.

You can feel it when you drive them back to back. The Civic feels stronger and pulls harder at high rpm. The Supra is no slouch, though. Its quick-shifting eight-speed auto is geared right, so the car always feels quicker than you’d expect for just 255 horsepower. Bombing around town and terrorizing the local highways, it gets up to speed plenty quickly. Push it for all its worth, though, and you start to notice it’s a little flat on the top end. Above 5,000 rpm, it just doesn’t pull that hard.

Short-shifting on those occasions is really the only time you’d consider pulling the steering wheel paddles, though, because otherwise, the Sport mode transmission programming is perfect. It downshifts under braking and is always in the right gear by the time you get to the corner, and both up- and downshifts are smooth and clean and never upset the car. The transmission never lets the engine fall more than 100 rpm or so below 3,000, so you’re always in the meat of the engine’s torque curve.

That’s all well and good, but the Civic’s transmission is actual perfection. Only Porsche makes a manual gearbox as good. The gates are tightly spaced, and the shifter action is perfectly lubricated. You move the gear lever in the approximate direction of the gear you want, up or down, and it finds its way home quickly and precisely every time. You really, really have to try to blow a shift in this thing. The Honda’s pedals, likewise, are perfectly aligned for heel-toe downshifting. If you can’t do it in this car, you’ll never be able to do it. When people talk about driving a manual because it’s more enjoyable, they’re talking about cars like this.

The power doesn’t hurt, either. The Civic’s engine never falls flat. When you exit a high-speed sweeper nearing the top of a gear, it’ll still pull hard right to redline. You’d think shunting that much power to the same wheels steering you out of said corner would be a surefire recipe for understeer, and you’d be wrong. That limited-slip differential crammed between the gears and axles puts the power down, and the suspension has no issue keeping the wheels pointed where you want them.

Type R Handling Good, Supra Handling Bad?

In the Honda, it is the low-speed corners you keep an eye out for, as that’s when you can provoke a wee bit of power understeer if you’re oafish with the throttle. Back out slightly, and the Continental SportContact 6 rubber grips back up. Beyond that, the Civic is delightfully neutral and ridiculously grippy, not only for a front-driver, either.

The Supra is grippy, too, with its Michelin Pilot Super Sport tires—and thank goodness for those because a lesser tire would have you all over the road. The Supra, much to my frustration, continues to be a wildly inconsistent product. The very first six-cylinder model we drove, a 2020 example, was brilliant . . . on a smooth road or racetrack. When we drove another one on a bumpy road, the rear end was all over the place. Not drifty and fun, but oscillating and never settled, always feeling like it was going to jump off the road. Then we drove the updated 2021 model with the revised electronic-adaptive suspension (unavailable on this four-cylinder Supra 2.0), steering, and differential—and it was great again. We finally drove the 2021 Supra 2.0, too, and it sure felt like all its big brother’s improvements had been incorporated into the new entry-level model. Then I drove this car, and it felt like driving a very marginally improved version of the original 2020 Supra that came in dead last at Best Driver’s Car. Our swings in opinion on this matter are as roller-coaster as the Supra’s rear end tuning.

The rear suspension’s rebound damping is just too soft for bumpy roads. Take a smoothly paved corner fast, and the Supra leans in nicely and is well controlled. Introduce even a small bump while cornering, and the rear end flops over, springs back up, and flops down again. On anything but a perfect stretch of road, the rear end is constantly bouncing up and down, and midcorner you feel it in your neck as the g-loads spike every time it crashes down. Thankfully, the sticky Michelins can cope with the load changing multiple times in a corner without losing grip. That’s double good, because the Supra’s handling balance is still biased toward oversteer. Be ready if you’re taking a decreasing-radius corner at the limit, because that late steering correction as the corner tightens up will be met with an «aye, aye, captain» at the front and trailing throttle oversteer at the rear. You have to try a lot harder to induce power oversteer, but the Supra ultimately obliges.

This being the entry-level Supra, you don’t get the six-cylinder model’s limited-slip differential or the adjustable dampers. Everything’s set from the factory, so any fine-tuning will require a hardware change.

There are bright spots, though. When the road is smooth, the Supra really is fun to drive even without the fancy speed parts. Even with all the bouncing around, it doesn’t need midcorner steering corrections because the front grip is fantastic. The nose doesn’t really feel any lighter or nimbler despite the smaller, lighter engine, nor does the steering seem to impart any additional feel, but the front half of the car works.

All of the Civic works. Its steering is a little less talkative than the Supra’s, but given all that’s going on at the front wheels, that’s understandable. The damping is a million times better, getting just a teensy bit bouncy on the biggest bumps but otherwise staying in total control. Every tire feels confidently planted on the pavement at every moment, even when the pavement sucks. Like Features Editor Christian Seabaugh said to me after driving it: «If Porsche made front-drive cars, this is what they’d drive like. «

Doesn’t the Civic have its own shortcomings? Cooling has been an issue in the past, but it’s one of the key fixes Honda made for 2020. With more airflow through the front end, the computer never pulled power to cool the engine. The Civic was down to rip all day long, which is more than can be said for the Supra. This yellow car had a transmission overheating problem that would crop up after about five minutes of hard driving. A replacement car suffered no such issue.

Honda also addressed the Civic’s brakes for 2020, with new pads and rotors that better dissipate heat. They work, stupendously. The brakes are powerful and they don’t slack off, even when they’re good and hot. I worked them to the point of smoking at the end of a run and never felt the pedal fade. I did get great feedback from the pedal the whole time, though.

The Supra did pretty well braking, too, despite the 2.0 getting a significantly downgraded system. The Toyota’s pedal feel wasn’t as good as the Civic’s, and it got a little wooden when the pads got hot, but a minute of lighter driving was all it took to bring them back. Considering they had a heavier car to stop, they performed admirably.

Pricing the Civic Type R and Supra 2.0

If you’re still thinking the rear-drive Supra would be the right call with a set of aftermarket shocks, there’s one other factor you ought to consider. Even with the little engine, the Supra 2.0 costs $44,000, and ours came in even higher at nearly $47,500 as tested. The Civic Type R, which needs no fixing, starts and basically ends at $37,950 unless you want some carbon-fiber dress-up pieces or a wireless phone charger. Even with the extra kit, you still have two grand in your pocket compared to a bare-bones Supra.

The Conclusion

Someone reading this is no doubt shouting at the screen that it’s unfair to compare the top-dog Civic to the no-frills Supra. If there were a way to get the good performance parts on the four-cylinder Supra, we would, but you can’t. All this goes to show what a performance bargain the Civic Type R is. For thousands less, you get all the speed parts, a fundamentally better suspension, an equally quick car, a better-driving car, and the ability to bring friends and their stuff with you. However much the Supra 2.0 might seem like an attractive rear-drive alternative to the Type R, it just ain’t even close.

POWERTRAIN/CHASSIS 2020 Honda Civic Type R 2021 Toyota GR Supra 2.0
DRIVETRAIN LAYOUT Front-engine, FWD hatchback Front-engine, RWD hatchback
ENGINE TYPE Turbocharged I-4, alum block/head Turbocharged I-4, alum block/head
VALVETRAIN DOHC, 4 valves/cyl DOHC, 4 valves/cyl
DISPLACEMENT 121.8 cu in/1,996 cc 121.9 cu in/1,998 cc
POWER (SAE NET) 306 hp @ 6,500 rpm 255 hp @ 5,000 rpm
TORQUE (SAE NET) 295 lb-ft @ 2,500 rpm 295 lb-ft @ 1,550 rpm
REDLINE 7,000 rpm 7,000 rpm
WEIGHT TO POWER, MT EST 10.1 lb/hp 12.5 lb/hp
0-60 MPH, MT EST 5.1 sec 4.9 sec
TRANSMISSION 6-speed manual 8-speed automatic
AXLE/FINAL-DRIVE RATIO 4.11:1/3.02:1 3.15:1/2.02:1
SUSPENSION, FRONT; REAR Struts, coil springs, adj shocks; anti-roll bar; multilink, coil springs, adj shocks; anti-roll bar Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar
STEERING RATIO 14.9:1-11.7:1 15.1:1
BRAKES, F; R 13.8-in vented, drilled disc; 12.0-in disc, ABS 13.0-in vented disc; 13. 0-in vented disc, ABS
WHEELS 8.5 x 20-in cast aluminum 9.0 x 18-in; 10.0 x 18-in, cast aluminum
TIRES 245/30R20 90Y Continental SportContact 6 255/40R18 96Y; 275/40R18 100Y, Michelin Pilot Super Sport
WHEELBASE 106.3 in 97.2 in
TRACK, F/R 63.0/62.7 in 62.8/62.6 in
LENGTH x WIDTH x HEIGHT 179.4 x 73.9 x 56.5 in 172.5 x 73.0 x 51.1 in
TURNING CIRCLE 39.5 ft 34.1 ft
CURB WEIGHT, MT EST 3,104 lb 3,200 lb
WEIGHT DIST, F/R, MT EST 62/38% 51/49%
HEADROOM, F/R 39.3/37.4 in 38.3/- in
LEGROOM, F/R 42.3/35.9 in 42.2/- in
SHOULDER ROOM, F/R 56. 9/55.0 in 54.4/- in
CARGO VOLUME 25.7 cu ft (46.2 cu ft w/seats folded) 10.2 cu ft
BASE PRICE $37,950 $43,985
PRICE AS TESTED $37,950 $47,485
AIRBAGS 6: Dual front, front side, f/r curtain 8: Dual front, side, curtain, knee
BASIC WARRANTY 3 yrs/36,000 miles 3 yrs/36,000 miles
POWERTRAIN WARRANTY 5 yrs/60,000 miles 5 yrs/60,000 miles
ROADSIDE ASSISTANCE 3 yrs/36,000 miles 2 yrs/Unlimited miles
FUEL CAPACITY 12.4 gal 13.7 gal
EPA CITY/HWY/COMB ECON 22/28/25 mpg 25/32/28 mpg (MT est)
ENERGY CONS, CITY/HWY 153/120 kW-hrs/100 miles 135/105 kW-hrs/100 miles
CO2 EMISSIONS, COMB 0. 80 lb/mile 0.70 lb/mile
RECOMMENDED FUEL Unleaded premium Unleaded premium
* Horsepower and torque values measured using Premium fuel, fuel economy measured using Regular fuel
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